Automatic fluid-brake.



L. H. ALBERS. AUTOMATIC FLUID'BRAKE. APPLICATION FILED AUG. 6, 1912.

1,053,263, Patented Feb. 18, 1913.

2 SHEETS-SHEET 1.

F I ml m- .u u' a a 8 1 Q n W u 9 X Zy a N Z v I L. H. ALBERS. AUTOMATIC FLUID BRAKE.

. APPLIOATION nun AUG.6, 1912. 1,053,263.

Patented Eeb.1 8,1 91'3 2 SHEET S-BHEET 2.

INVENTOR "ieaaaea UNITED STATES PATENT OFFICE;

LOUIS ALBERS, 0E ALBANY, NEW YORK.

AUTOMATIC FLUID-BRAKE.

To aZl whom it may 00mm.- Be it known that I, LOUIS H. Animus, a

citizen of the United States, residing at Albany, in the county of Albany and State of New York, have invented a certain new and useful Improvement in Automatic Fluid- Brakes, of which the following is a specification. p g

My invention pertains to .certain new and advantageous improvements in air-valves,

desigpned primarily for service in conjunction with the air brake mechanism commonly used on railroads, the same beinga substitute attachment, or special cylinder cap, applicable to any of the presentknown forms of air valves, and for use on passenger or freight cars, as well as locomotives, and

I tenders.

The fundamental feature of my .invention, which I claim'to be new and novel over' anydevice now known or used in the air brake art, involves a cap, to be attached to any of the well kno-wir forms of air valves, which cap houses special mechanism and arrangement of passage-ways and ports,-. that will be fully described in detail hereinafter, whereby undesired quick action ofthe v respective valves will be entirely eliminated,

and the possibility and danger of an emergency application of the brakes arising inadvertent-1y is overcome. plished without any interference -with or effect upon. any of the features ofthe valve to which it is attached, excepting the one feature of undesired quick action.

In the present well known forms of air brake valves, of whatever nature and func-' tion, the erratic and unreliable action thereof is due to -various causes, the principal ones being the lodgment of any foreign matter, such as lubricant residue, grit, dirt,

pipe scale, etc-., around the main piston or slide valve, comprising part of the mechanism common toall forms of an valves, or

if same is fitted too tight, or is elfected by the cold weather or moisture. My invention overcomes this undesired quick action,

regardless of the erratic action of this piston and slide valve, .by permitting said piston to move to a positive service position, when a servic l application is made, or while the engineerjs pplying the brake inthej service and to move to an emer enc o'sition only when an emergency application is made. and desired. r

The danger of the valve gel-rig to-em r- This is accomport a v Specification of Letters Patent. r Pa,teni;ed Feb, 18 1913, Application filed August 6, 1912. Serial No. 713,562.:

ge-ncy when itis applied to service, is overcome and eliminated by my improved construction, thereby rendering any form of air valve carrying my device reliableand positive in itsactions.

In the accompanying drawing, which illustrates one embodiment of my invention,

Figure l is a diagrammatical view of my 'there is a mam piston connected to a slidevalve, 1n which valve there are a numberof ports and passage-ways. When the brake is charged the pressure on both sides of this piston is equal, and when it is desired to apply the brake air is gradually let out of the brake-pipe} thereby reducing the pressure on one side o-f'sai'd piston, while the parts, as designed forpressure on the opposite, or auxiliary reser voir side of said piston, being greater, moves the pistonat a speed determined by the reduct-ion of pressure on thebrake-pipe side,

thereby permitting a predetermined air pressure to flow from the auxiliary reservoir into thebrake cylinder. It is at this point,

ofthe various forms of air valves, that my invention is applicable, the said main piston, above referred to, being designated by the numeral 7, while the chamber in which said piston operates is designated by the letter F, on the auxiliary reservoir side, and

by the letter A on the brake-pipe side. As

previously stated it is the erratic action of this piston 7 that I overcome with my 'attachment, and the operation is accomplished in the following-manner, and by reason of the constructive features about to be described. a

' In Fig. 1, which shows the relative positions of the movable parts with respect to the several ports and passage-ways, when at 3 service position, air flows from brakepipe ort a of the main valve body 8, to which said body the cap is gpplied, into of cylinder cap-1, the ber FA, forcing piston 7 tomove to charging position. Air alsoflows-from port a into port 5 and chamber B holding slide valve 2 to its seat and pushing piston into cham- 15 the port d When a service application of the brakes 4 toward the valve body until it'conies in contact with the smallstem offth'e intermediate. piston Air flows from the chamber B -through service port a formed 5 through said piston 4, into chamber Ca,

{holding piston 5 against leather seat 9.

Chamber E being connected to theatmos' pherev through. communicating ports e in the cylinder body 1, andcylinder cap 1,

f in slide valve 2, and g in cylinder body If, permits of an escapement of air from this chamber ."E and allows the pie:

. ton 5 free movement. Air also flows from chamber C:into chamber D through i is made piston 7, moving to service position, encounters piston '5 when" it arrives in service position. Air in chambers C and D flows to the brake-pipe through serv- 'ice port saidport' 0" being of suflicient capacity to permit the air pressure 'in' chambers C and D to reduce at the same rate as the air in brake-pipe,.port a y difl'erential to move piston 4, aided by the :tension'of spring 3 and frictionresistance of the "slide valve 2. If, when making a service application, piston 7 or the side 80 valve attached to it, not shown, has high friction, dueto any of thevarious-causes heretofore enumerated,- instead of going to undesired emergency, as would be likely with anyv of the oldstyles or forms of cyl- 85 index-caps, piston 5 will check said piston 7 and hold it' in service position. It requires a differential of 10 lbs. on piston 7 to;

overcome the difierential on piston 5. If when applying brake in service the brake-pipe pressure is drawn downbelow equalization, piston 7, overcoming the re sistance'o'f piston 5, will push both pistons. 5 andi'to over reduction -position.' This is partially shown in .Fig 2. where the piston 45. seals on leather gasket 11'. Piston .4 in

stead of being 'at th'e extreme left reststhan the pressure in chambers D and C.- can escape through the service port 6 a. This creates suflicient differential on piston 4- to enable it to move to emergency position, whenport 6 will be cut off from thefi'tmosphere, by reason of the movement- ;of the slide valve 2,"and' connected to the ibrake-pipe, through port'- b and chamber andicliamber B without creating enough pressure in the chamber .7 cannot move beyond service position, but when an emergency application is being 'made, and the air pressure in chamber A B which perm'its'brake-pipe air to'flow to chamber E, quickly balancing piston 5. The force of piston 5 now being destroyed offers no resistance to piston 7 which immediately goes to emergency .posi-' tion. After the pressure in chambers B and C have equalized, spring 3 pushes thepiston 4 to the right until it restsagainst small stem 5 of the piston 5. If the brakes are now releasedsald spring 3 will automatically force pistons .4 and 5 'to release position; as'shown in Fig. 1.

Fig. shows service stop or piston 12 to when the special cylinder cap is applied to equipments having quick service features. When a service brake-pipe reduction is made the triple piston encounters'stem- 13,.in quick SGI'VICB position, and compressing sprin'gl l,

triple piston moves to full service position,

be usedas a modified form of piston 5,

Except for this one change in the construc 7 tion for quick service my special cylinder cap is the same for all equipment-s. In

mechanisms, such as triple, distributing or control valves of the present known forms,

' order to move piston '7 in the dilierent it is necessary to obtain adiflerent-ial before said piston can be moved, while in my 'cap 2 Iemploy the intermediary piston 5, against which themain piston I must come in confact when a service. application is to be made, but on account 0 there being an air which is the brake-pipe side of said piston ,7, isreduced rapidly, and at the same time the pressure is .likewise rapidly l-reducedm chamber B theair therefrom passing to chamber E which is the right side of the piston-5, thus it will beseen that in'an' emergency application=the 'di'fierential pressure on piston 5 is destroyed, thus permitting piston 7 to move piston5. In other said piston words, by means of my attachment it is possible .to obtain uick action of the'valve' by destroying the ifi'erential' of pressures on the -oppos1te-sides of the piston 5, and building up the. pressure on the weaker side;

thereby balanclng same. p My attachmentcap will permit of less expensive lubricants'being used in conjunction with the air brake mechanism, owing to the'fact that the successful working and efiiciency of my device does not depend upon anykind of lubricant, rather the high friction, foreign matter, etc., which causes such disastrous results on present] day .equipr- .125

men's, when found in my special cap, will act'as an aid in overcommg the bad effects of the same condition in the mechanism to which it is applied. v

The application and use ,of -a solid block .01 piston, as constructivel shown the member 5, in place of the spring and stem tension of said spring before the main pi's-I ton will move to emergency When used on" certain, special equipments having an over-reduction position, or venting feature after a predetermined reduction, a position between service and emergency, the mechanism contained in my cap offers no resistance, other than the weight of said intermediate piston and spring actuated piston, to the movement of the main piston when it is advancing from service position toward emergency position.

' This is brought about byan equalization of pressures againstopposite sides of the intermediate piston 55, after equalization has taken place between the auxiliary reservoir and brake cylinders, which removes the impediinent or barrier imposed in the path of said main piston, and permits .said main piston shoving the said intermediate piston and spring actuated piston ahead of it, as it moves into emergency-position; My cap also prevents the piston of all equipments,-

to which it may be attached, from -inad-- vertently jumping past first service into secondary service, or into emergency position.

I also claim that with the use of my-improved cylinder cap the time interval for cleaning and inspecting of air brake equip-. ments will be increased; thereby effecting a saving in'the cost of labor.

. piston; a third piston in said cap operat- What'I claim as my invention is.

1. In an automatic fluid brake a valve attachment or cap positioned adjacent to the main piston, a spring actuated 'and apert-ured piston in said cap operatable in a suitable chamber; a slide valve controlled by the movement of said spring actuated able in a suitable chamber intermediateof said main piston andspring actuated piston; and suitable passage-ways and ports connecting said chambers with the train brake-pipe and atmosphere.

'2. Inan automatic fluid the main piston; a spring-actuated and apertured piston in said cap; a third piston intermediate of s id main piston and spring actuated pistonpand suitable passage-ways and ports connecting the chambers in which said pistons operate with the train brake-pipe and atmosphere, whereby said main piston will be prevented, bye

differential of pressures created against op said intermediate piston durlng 'gency application of the brakes-..

brake a valve attachment-or cap positioned ad acent to end piston; a'thirg the. first and secon pistons carrying a proposite' sides of said intermediate piston,

from going to an emergency positionwhen a serviceapplication of the brakes ismadae 3. In an automatic fluid brake a valve attachment or cap positioned adjacent to the main piston, involving a spring actuated and apertured piston; a slide valve controlled by said .latter member; a third ,pis-

ton intermediateof the said main piston and spring actuated piston, all. three of said pis tons being op'eratable in suitable chambers; and suitable ports and passage-ways connecting the several chambers, brake-pipe and atmosphere, whereby undesiredquick action of the main piston is overcomeby setting up a differential of pressures on opposite sides of said intermediate piston during a service application of the brakes.

4. In an automatic fluid brake a valve attachment or cap positioned adj acent'to the main piston, involving a spring actuated and apertured piston; a slide valve controlled by said latter piston;'a third piston intermediate of the said main piston and] spring actuated pistomall three of said pistonsbeing operatable in'suitable chambers;-

andsuitable ports, and passage-ways conand atmosphere whereby quick action of t e main-piston is permitted by destroying the difierential of pressureslon opposite sides of 7 an emer- 5. In an .air brake mechanism a special cylindercapor attachment positioned adjacent to the main piston of any distributnecting the several chambers, brakepi e ing, triple, or ,control valve, involving a spring actuated piston operatable in a, suitable chamber; a slidevalve governed by the movement of said second p ston in which is a port; ports-over which-fsaid-valfve works;

a port in said second piston; a thirdpiston intermediate of the first and second pistons carrying a projection adapted to be engaged by the said second pistomand 'a longer project-ion tobe engaged by the main piston; a chamber on each side of said third piston, the chamber .on one side being connected by a port with an auxiliary chamber, and the chamber on the opposite side by passage-ways with theatmospherej throughthe said slide valve; and a train brake-pipe connection leading to one side of the main piston and .also to one side of -the said second piston.

6. In an air brake mechanism aspecial cylinder cap or attachment positioned adjar cent-to the mainpistonof any distributing,

triple, or control valve, involvinga spring ac-.

tuated piston operat-able in a suitable chamber; a slide valve governed by the movement ofsaid piston, in whioh is a port; ports over which said valve works; a' port in'said secpiston intermediate, of

35. I apertured piston operatable in one of said.

jection adapted to be engaged bythe said ing the intermediate piston in one directionsecond piston and a longer projection .to be engagedby the main piston; a chamberon each slde of said thlld, plston; and atrain.

brake-pipe connection in communication with both sides of saiduthird piston whereby the pressure will be equalized when the main piston-is moving toemergencyposition.

7. In an automatic fluidbrakea valve attachment or cap positioned adjacent to the main piston involving suitably arranged chambers, ports, and passage-ways; a spring actuated and apertured piston; va solid piston intermediate of the main piston and [5 spring actuated piston; a train brake-pipe connection; and automat1c'-means for movto check the main piston at service position a and for moving it' in an opposite direction v gency position.

' {said third piston to check the main piston from moving to over-reduction or emergency poslt-lons when a service appheation of the brakes is made.

. 9. 'An' attachment cap "for, air valves posi-- tionedadjacentto the main piston, suitable chambers 'in said'cap, a spring actuated and chambers, and, a third piston in saidcap adapted'tobe. engaged atone side by. the

spring actuatedjpiston. 10. An, attachment cap for air valves posimain piston and. at the opposite side by said tioned adjacent to the' main piston, suitable chambers in said cap, a sprlng actuated and v a ertured piston o erata'ble ,in one of said 0 ambers; and a" ,t irdpiston in said cap having'an extension portion atone side to be engaged by said main piston and an extension at the opposite side to be engaged by the said spring actuated piston.

11. Inan automatic fluid brake a valve attachment or cap positioned adjacent to the main piston, aresiliently actuated piston in. said cap, and a resistance piston in said cap, intermediate of the main piston and resiliently actuated pistons-to; check said main piston from movin to emergency position po-n a service appllcation of the brakes.

12. In an automatic fluid brake a valve attachment or cap positioned adjacent to the main piston, a resiliently actuated piston in said cap, and an intermediate iston in said cap held in one osition by a ifierential of pressures to cheer the main piston at service position, and movable npon an equalization vof pressures to permit said mam piston going to 7 emergency position.

I -13. In an. automat c fluid brake a valve atsaid cap; and a resistance piston in said cap,

inter-mediate of the main piston and resillently actuated piston, w iclr operates to check the main piston from moving beyond service position, when a service application of the brakes is made; but permits said main piston moving beyond service position when an over-reduction or' emergency application of the brakes is made.

14. An attachment cap for air valves posi- -t'ioned a djacent to the main piston, suitable chambers in said cap, a resiliently actuated piston in said cap, and a retardant piston in said 'cap p'o'sition'ed for reciprocal engagement'between'themain piston and resiliently actuated piston, 4 n

In testlmony whereof, I affix my signature in the presence of'two witnesses.

' Louis H. ALBERIS'DA Witnesses HAZEL WIBERLY,

STEVENSON.-

C'opies of this patent may be obtained for. five cents each, by addressing the Commissioner of ratentn.

Washington, D. G. 

